Automatic connecter for train pipes



Nov. 20, 1923. 1,47 3% JLG. TALMAGE AUTOMATIC CONNECTER FOR TRAIN PIPES Filed Dec. 13, 1919 5 Sheets-Sheet 1 INVENTOR ATTORNEYS,

Nov. 20 1923.

11,474,920 J. G TALMAGE AUTOMATIC CONNECTER FOR TRAIN PIPES Filed Dec. 13. 1919 5 Sheets-Sheet 2 INVENTOR gjw ATTORNEYS.

Nov. 20 1923. 1,474,926 i J. G 'FALMAGE AUTOMATIC CONNECTER FOR TRAIN PIPES Filed Dec. 15 1919 3 Sheets-Sheet 3 I .J L.

INVENTOR ATTORNEYS Patented Nov. 2U, 13923.

entree srnriis led idill JOHN Gr. TALMAGE, OF CLEVELAND, OHIO; ALLIE O. TALIVIAGE AND BHEA TALMAGE ROBY EXECUTRICES F SAID JOHN G. TALMAGE, DECEASED.

AUTOll/IATIG CONNEGTER FOR TRAIN PIPES.

Application filed December 13, 1919. Serial No. 344,668.

To all whom it may concern Be it known that 1, JOHN G. TALMAGE, a citizen of the United States, residing at Cleveland, in the county of Cuyahoga and State of Ohio, have invented a certain new and useful improvement in Automatic Connecters for Train Pipes, of which the fol lowing is a full, clear, and exact description, reference being had to the accompanying drawings.

This invention relates to an automatic train pipe connector of the type which has a head with train pipe orifices, and means on opposite sides thereof adapted respectively to register with complementary means on the mating head and thus bring the orifices of the two heads into abutting relation. The head is Pressed forwardly by a spring and is supported by a suitable shank having a universal joint connection with a bracket depending from the car coupler.

The general object of the invention is to simplify and cheapen the construction of a connecter of the type specified and to render 25 it more efiicient in service. Specifically I may mention among the advantageous features of this invention the formation of the heads with complementary projections and recesses so shaped and arranged that there will be no clogging from snow or ice; the arrangement of the train pipe orifices for brake air, signal air and steam in such a manner that the coupled heads shall not be tipped apart by the excess of steam pres sure; the arrangement of the universal joint in a manner which shall be strong and at the same time light and easily put in place; the arrangement of the spring and shank in such a manner that the total weight shall be to a considerable extent balanced, thus reducing the strains on the supporting bracket.

These and other features of the invention will be apparent from the following more detailed description in connection with the drawings.

In the drawings, Fig. 1 is a side elevation of my automatic connecter; Fig. 2 is a transverse vertical section through the universal joint. support, as indicated by the line 22 on Fig. 1; Fig. 3 is a sectional plan of the pivot pin of the universal joint and the spring-constraining rod engaging it; Fig. 4

is a vertical section parallel with Fig. 1

through the universal joint, substantially as indicated by the line et4c of Fig. 2. Fig. P is an elevation partly in section of the bracket showing the inclined slot. The views mentioned are all on the same scale. Fig. 5 is a plan on an enlarged scale of the connecter head and shank; Fig. 6 is a cross section of the projection on the head parallel with the face of the head and looking forwardly, substantially as indicated by the line 6-6 on Fig. 5; Fig. 7 is a front elevation of the connecter head, and Fig. 8 is a side elevation thereof. Figs. 5 to 8 inclu sive are all on the same scale.

Referring first to Figs. 1 to 4, 1O designates a bracket adapted to be secured to and depend from the car coupler. This bracket may have the usual holes 11 at its upper end to enable it to be bolted in place, or may be otherwise secured, as desired. At its lower end the bracket is formed into two parallel vertical arms 12-12 spaced a suitable distance apart. On the inner faces of these arms are recesses 13 opening toward the front, as shown in Figs. 1 and P. As shown in Fig. 4, these recesses incline upwardly, the upper and lower edge portions 1% and 15 being substantially parallel, the rear portion of the recess providing a semi-circular wall which engages the pivot pin. The upward extending lower edge portion 15 prevents the pin from dropping out even if the restraining spring hereinafter described should be broken.

The pivot pin mentioned is designated 20. It is shown as a hollow member having a central body portion 21 and laterally extending trunnions, the end portions of which seat in the recesses 13. The body portion is flattened on its upper and under faces and has a passageway 23 through it flaring toward the rear. On the front of the pivot pin above and below the passageway 23 is a curved seat 25 for the spring restraining rod hereinafter described, this seat being made in the forward edge of the top and bottom wall of the body and in the arcuate bosses 26 above and below the wall portions.

The head of the connecter, designated 30 as a whole. and hereinafter described in detail, has a rearwardly extending transversely slotted shank, comprising two intermittently separated bars 31 and 32 joined at their rear by a transverse plate portion 33. The bars are provided with suitable webs 3% for stiff:

ness, and the rear ends of the bars preferably turn upwardly and downwardly and outwardly to join the plate-like end 33, as shown in Figs. 2 and 4. The edges of the bars also preferably flare laterally as shown at 35 in Fig. 5, and suitable stiffening webs as 36, Fig. 1, may be employed to properly connect the bars with the end member, so that the structure may be strong and at the same time light. The end 33 has a suitable spring seat which may extend outside of the spring or inside, as desired, the latter being the way in which the device is shown, where 38 indicates a boss used for centering the spring as hereinafter explained The two bars 31 and 32 of the shank pass freely over the pivot pin, lying above and below its flattened portion as clearly shown in Figs. 1 and 2. The end 33 stands at the rear of the bracket and is adapted to en gage the rear face of such bracket, the bracket having a flatte11ed surface (16, Fig. 3) to receive this Hanging shank end.

40 in Figs. 1 to 1 indicates the spring restraining rod. This is preferably a round member passing freely through the opening 23 in the pivot pin and having at its forward end a vertical T-head 41, which is also round and which lies in the recess 25. At the rear of the pivot pin the rod 40 extends loosely through an opening 39 in the rear end of the shank. The rear end of the rod is threaded as at 4:3 and receives a nut 14 which bears against or is formed integral with, a collar 15 having a flange or boss 46 for centering the spring. The spring is a helical com ression s rin 50 and is comoressed between the collar and the end 33 of the shank, and is held against lateral displacement by the bosses 46 and 48 or their equivalents.

It will be seen from the description given that when the connecter head 30 is forced 'rearwardly, the'spring is thereby compressed.

When uncoupled the head projects a suitable distance beyond the dividing vertical plane between two coupled cars so that when th two heads come together in coupling the cars, they are forced rearwardly of their respec tive cars, compressing their respective springs, and are thus held together by spring ressure. The comparatively long slot in the shank of the head between the bars 31 and 32 allows ample longitudinal movement for this purpose. hen the cars are uncoupled the spring holds the shank end 33 against the rear face of the bracket and thus maintains the connecter horizontally against ordinary stresses.

During the coupling, however, the head and shank may swing in any direction necessary, theend 33 sliding laterally or up or down on the rear of the bracket as required.

W hen coupled the rearward pressure on the shank carries its end 33 entirely free from the bracket, so that the two coupled heads float and are capable of moving together longitudinally or swinging about axes in any direction that may be necessary. This will all be clear after the coupler head itself has been described.

Referring now to Figs. 1 and 5 to 8 inclusive, the connector head 30, which is preferably integral with the shank already described, comprises a'plate-like body having a substantially flat faced rim portion 60 provided with a stiflening flange 61. This body has train pipe orifices, of which three are shown, designated 62, 63 and 64, each having an annular recess in which seats asket 65, and at one side of the center a c-onoidal projection 67 and atthe other side a recess 63 adapted to receive the projection of the mating head. At the rear face of the head there are laterally extending condui -s, for the orifices, shown as 45-degree elbows 72, *4" 3 and 7 1. The shank members 31 and 3a are curved upwardly and downwardlyat their front ends as indicated at and 76.

These members, together with a web 77, all

orifice for brake air and the lower orifice for V heating steam. However, for freight use, the orifices 62 and6-it and their corresponding conduits may be omitted.

The projection 67 ref rred to is peculiarly formed and will now be described: The exterior wall of the projection is a comparatively thin conoidal canopy 30, the walls of which flatten as they recede from the point. lVhat may be called the upper and lower walls terminate in flat horizontal portions 81 which substantially register with horizontal portions of the boundary flange 61, while the outer face of the canopy terminates in a flat verticalwall which substantially registers with the vertical portion of the boundary flange 61, as shown in Fig. 6.

At its inner edge the main portion of the wall of the projection is omitted. The omission in the cent 'al region 35 extends substantially to the peak of the projection, while in the upper and lower regions 89 the o'mis to prevent accumulation of snow or ice as hereinafter stated. The iconoidal surface ma have holes through it at various places, as indicated at 84, for lightness.

The canopy is supported not only by its upper, lower and outer wall but by an internal web 86 which lies in a vertical plane face of the connecter head. -There is thus left a vertical space in front of the region adjacent to the orifices which, together with the spaces already mentioned, prevents the accumulation of snow or ice adjacent to the orifices.

The inner edge of the webs 87 carry ribs 90 which form narrow continuations of the canopy wall with the same general conoidal external contour. These ribs where they reach the terminating plane 88 have their innermost faces tangent to the vertical plane a which is. in alignment with the vertical diameter of the orifices; thus the ribs form guiding surfaces for engaging the projection for the mating connecter and directing it into the opening 68.

It will be seen that the head described is comparatively light. At the same time it is well braced by webs of approximately the same thickness as the head wall. This enables the structure to be satisfactorily malleablized. The lightness of the head is such that the members on the other side of the bracket 10 to quite an extent counter-balance it. The compactness of the construction also reduces the stress on the supporting bracket. The whole construction is particularly well adapted for being made light and at the same time strong and having the requisite stiffness for the use indicated.

It is to be understood that when coupled the gaskets of one connecter are maintained tightly in engagement with those of the other and relative movement of one car with reference to the other simply swings the two coupled connecters as required on their supporting axes without changing the head presentation. This presentation is also maintained notwithstanding variation in the fluid pressure in the different conduits. \Vhen uncoupled the heads are held in the position shown in Fig. 1, and, though the orifices are exposed to weather conditions,

' cloggingis avoided by the ample clearness provided adjacent to the orifices.

I claim:

1. In an automatic connecter, the combination of a bracket, a pivot pin mounted therein, a head having a shank extending across the pivot pin, the pivot pin having an opening through it, a spring restraining rod extending through the opening and having a head engaging the pivot pin and a spring compressed between means on the rear portion of the rod and the shank.

2. The combination of a bracket, a pivot pin pivotally mounted therein, a connecter head having a shank, the pivot pin having an opening, a rod extending through the opening and having a T-head on its forward end seating in the recesses of the forward edge of the pivot pin, and a spring com-' pressed against the shank by a rearwardly located shoulder on said rod.

3. The combination of a bracket having a pair of spaced arms, a countersunk portion in the inner face of each arm, a pin occupying said countersunk portions, at least one of said countersunk portions leading diagonally upward toward the front for allowing replacement of the pin, a coupler head, and means movably connecting it with the pin.

4:. The combination of a bracket having a pair of spaced arms, a countersunk portion in the inner face of each arm, said countersunk portions leading diagonally upward, a pivot pin having its ends mounted in the countersunk portions, a coupler head, and a spring acting rearwardly on the pivot pin and forwardly on the head.

5. The combination, with supporting means, of a coupler head having a shank connected with said supporting means, said head having a projection on one side and an opening on the other side, three conduit orifices between the projection and opening, and a substantially rectangular boundary frame extending about the opening and around the base of the projection, said orifices being in vertical alignment and all within said boundary frame, there being substantially the same vertical distance between the orifices, and the shank having its axis intermediate the axes of the intermediate orifices and one of the extreme orifices.

6. In a train pipe connecter, the combination with suitable supporting means, of a head having a projection on one side, an opening on the other and an intermediate train pipe orifice, said projection being in the form of a canopy having the inner portion of its wall terminating some distance in advance of the face of the head to provide an opening for the passage of snow or water.

7. In an automatic connecter, the combination with suitable supporting means, of a connecter head having a train pipe orifice, an opening on one side thereof and a projection on the other side, the projection being in the form of a hollow conoidal canopy connected above and below and at the outer side with the head and free from the headion the inner side. v p

8. In an automatic connecter, the combination with suitable supporting means, of a connecter head having a train pipe orifice, an opening on one side thereof and a pro"- jection on the other side, the projection being in the form of a hollow'conoidal canopy connected above and b'elowand at the outer side with the head and free from the head on the inner side, said inner side having a pair ofguiding ribs.

9. In an automatic train pipe connecter, the combination with suitable supporting means, of ahead having a. projection and an opening a train "pipe orifice between them, the projection being in the form of a canopy terminating on its inner face some distance away from the face of the head. 7

10. In an automatic train pipe connecter, the combination with suitable supporting means, of a head having a projection and an opening, a train pipe'orifice between them, the projection being in the form of a canopy terminating on its inner face some distance away from the face of the head, and having wall portions omitted on the inner side whereby large open spaces are provided in the vicinity of the orifice.

11. In a train pipe connector, the combination with a support, of a head having a vertical row of orifices, an opening on one side thereof and a projection on'the other side, said projection being in the form of a hollow conoidal member secured to the head at the top, bottom and on the outer side, and free from the head on the inner side, the inner wall of the head being free of the range of the orifices.

12. In an automatic connecter, the combination with a support, of a head having an orifice, an opening on one side and a projection on the other, the projection being in the form of a hollow co-noidal member, and a transverse web connecting the conoidal wall with the upper and lower portions-of the head frame. V a

13. In an automatic connecter the combi-.

nation with a support, of ahead having an orifice and an opening on one side and a projection on the other,-thej projection being in the form of a hollow 'conoidal member, and a web connecting the inner surface of the conoidal member with an adjacent portion of the head frame.

14. In an automatic connecter, the combination with a support, of a head having an orifice, an opening on one side and a projection on the other, the projection being in the form of a hollow conoidal member. and a transverse web connecting the conoidal wall with the" upper and lower portions of the head frame, lateral webs leading from the transverse web and guiding ribs on the extreme inner edges of the transverse ribs.

15. In an automatic connecter, a head comprising a body, a shank and means bounding three train pipe orifices in a ver; tical row centrally located, an opening in the head on one side of the set of orifices and a projection on the opposite side, said projection being in the form of a hollow canopy connected at its top and bottom edges with the bodyof the head and on its inner side terminating in advance of the va rious orifices and having portions extending between the axes of the orificesinto position substantially tangent to the vertical plane through the orifices, the extreme inner edge of the canopy terminating some distance beyond the face of the orifices. 1

In testimony whereof, I hereunto affix my signature. 7

JOHN G. TAL-MAGE. 

